Charge forming attachment for internal combustion engines



CHARGE FORMING ATTACHMENT FOR INTERNAL COMBUSTION ENGINES Filed oct.:51, 1957 Sept. 30, 1958 J. PEREPOLKIN 2 Sheets-Sheet 1 Sept. 30, 1958PEREPOLKIN CHARGE FORMING ATTACHMENT FOR INTERNAL COMBUSTION ENGINESFiled 001:. 31, 1957 2 Sheets-Sheet 2 w I!!! I I Ill/ll I J ll/l UnitedStates Patent O CHARGE FORMING ATTACHMENT FOR INTERNAL COMBUSTIONENGINES John Perepolkin, Campbell River, British Columbia, CanadaApplication October 31, 1957, Serial No. 693,593

2 Claims. Cl. 123-133) My invention relates to charge'forming devicesfor internal combustion engines, particularly having reference to anattachment for use on an engine equipped with a carburetor.

In the charging of internal combustion engines by the use of carburetorsan abnormally high ratio of fuel to air results with consequent shortageof oxygen for complete combustion. The result is high carbon monoxideproduction, increased carbon deposits in the combustion chamber andburning of exhaust valves, and further the full power is not obtainedproportionate to the fuel consumption.

The present device overcomes to a large extent these deficiencies by useof an auxiliary charge forming attachment designed to form a mixture offuel and air in which a low rate in fuel consumption is obtained. Tothis end I have provided an attachment for internal combustion enginesequipped with the conventional carburetor for use with the intake fromthe carburetor, but eliminating the carburetor for fuel feeding otherthan for initial starting and for preheating the engine exhaustmanifold.

In the accompanying drawings illustrating a preferred embodiment of myinvention:

Fig. l is a side view of an engine with my improved charge formingattachment, shown with the attachment casing broken away.

Fig. 2 is a top view of same, shown with the casing and manifold intakesand outlets broken away.

Fig. 3 is a somewhat diagrammatic side view of the charge formingapparatus, shown largely in section and broken away.

Fig. 4 shows a side view of the fuel feed injection attachment, shownpartly in section and in part broken Patented Sept. 30, .1958

each formed by a .threesided rectangular cut in the disc with the cutpart 11 bent inward and the connected side of the out part extendingradially of the disc, so that air in passing through the disc may causeit to rotate.

Within the chamber 6 the exhaust manifold of the engine, indicated inthis showing by the numeral 12, ,is formed with a flat wall portion .13on the inside of which is .a series of .inclined ribs 14 designed toprovide a larger heating area for the wall portion 13.

On the outside of this wall portion 13 is a shell 15 with perforations16 and an inlet at 17 in which a fuel injection needle casing 18 ismounted by a boss 18' threaded in a suitable inlet in the-chamber 6. Theneedle casing 18 has mounted to slide endwise therein a needle 19- withtapered end 20 adapted to .close .a complementary tapered outlet 21 inthe casing. The needle further includes a collar 22 and stem 23 thereonmounted endwise slidable in an end closure cap 24 on the casing 18, thestem having a head 25 by which it may be connected to be manipulated.The stem 23 further includes a coiled spring 26 bearing against thecollar 22 and held at the other end against a suitable packing memberwith collar 27 in the cap 24.

away, and including a fragment of the vaporizing shell.

Fig. 5 is a side edge view of the air turbulence creating disc, shown inattachment to a fragment of the charge forming casing wall.

Fig. 6 is a plan view of the turbulence creating disc taken by itself.

Fig. 7 is a detail view of a fragment of the air turbulence creatingdisc.

Fig. 8 is an outlet end view of the fuel injection attachment.

Having reference to the drawings, I provide a primary air heating casing1 embracing the engine manifolds and through which the air for myimproved charging forming attachment is passed, the air entering thecasing through a pipe 2 with inlet 3 whichwould be equipped with asuitable filter. In Figures 1 and 2 of the drawings the intake andexhaust manifolds for the engine are respectively indicated by numerals4 and 5. The heated air from the casing 1 is conveyed to a chargeforming chamber 6 (Fig. 3) through a pipe 7 by inlets 8 in the chamberwall.

At the inlet from the pipe 7 I provide an air turbulence creatingattachment consisting of a disc 9 attached to the chamber wall by a bolt10 on which the disc is free to turn. The disc 9 provides a series ofperforations 11,

The casing 18 includes an inlet nipple 28 with communicating pipe 29,and this pipe would be connected to be supplied by the engine fuel pump,the pulsations for which would be smoothed out by a pressure chamber at38.

Fuel injected into the shell 15 from the fuel injection needle isvaporized by the heated surface of the ribbed wall portion 13 of theexhaust manifold and mixed with air entering through the pipe 2. Thisair is drawn by engine suction through an outlet 31 that includes ahinged closure trap 32, a remote connection for which would be provided,preferably linking with the engine carburetor throttle valve andconnected by a lever arm 45 ,on the trap hinge mounting to operate thetrap 32.

The outlet 31 for the combustion chamber discharges through an inlet 33into a fuel inlet chamber 34 connected to receive fuel from aconventional carburetor by a pipe 35 with throttle valve 36 that isadapted to be actuated by a control lever 46.

The valve 36 would be open and the trap 32 closed in starting the engineand warming the exhaust manifold, and fuel from the carburetor would beused. When the exhaust manifold is warm the valve 36 is closed and trap32 opened to feed the engine from the charge forming device. The chamber34 discharges through an air turbulence creating disc 37 attached freeto turn on a bolt 39 in the end wall 38 of chamber 34, this disc beingsimilar to disc 9, and enters the engine intake manifold, indicated hereby the numeral 40, through inlets at 41, the manifold 12 dischargingthrough a pipe 47.

The charge forming chamber 6 would include an opening at 42 to provideaccess to the chamber and a closure plate 43 attached over the openingby screws 44.

In the use of the device, after the engine has been start ed through theuse of the carburetor and the exhaust manifold 12 heated to sufficientlywarm the plate 13, the trap 32 is opened and throttle 36 closed, and atthe same time the needle valve member 19 is retracted, allowing fuel toenter the shell 15, where it becomes vaporized and mixed with air drawnthrough the air turbulence disc 9. The mixture so formed enters thechamber 34 through the trap opening 31 and chamber inlet 33, and isdrawn into the intake manifold 40 of the engine through the airturbulence disc 37 and manifold inlets 41.

This charge forming arrangement eliminates the use of a throttling valvein the charge passage, the charge being regulated only by actuation ofthe needle valve by the stem 23, and by this means the intake is notrestricted. This results in a decrease of the carbon monoxide 3. hazardand in fuel consumption, also in carbon formation in the combustionchambers and the burning of exhaust valves. Further, an increase in thepower output results.

Having thus particularly described and ascertained the nature of my saidinvention What I claim and wish to secure by Letters Patent is:

1. In a charge forming attachment for an internal combustion engine of acharacter providing carburetor means and including intake and exhaustmanifolds, a casing through which said manifolds pass, a charge formingchamber in the casing having an opening in which a heat ed surfaceportion of the exhaust manifold is exposed, said chamber providing anair inlet and a fuel delivery outlet, a fuel injection needle valvedevice mounted to deliver fuel to the exposed heated surface portion ofthe exhaust manifold, a fuel inlet chamber to which the fuel deliveryoutlet from the charge forming chamber delivers, said fuel inlet chamberbeing adapted to receive 4- fuel from a carburetor in the engine andsaid fuel inlet chamber having an outlet connected for delivery of fueltherefrom to the engine intake manifold, turbulence creating means inthe air inlet to the charge forming chamber and the delivery outlet fromthe fuel inlet chamber, and a trap movable to close the fuel deliveryoutlet from the charge forming chamber.

2. A device as defined in claim 1 and including a shell on the heatedexposed portion of the exhaust manifold and into which shell the fuelinjection needle valve device delivers, said shell having a plurality ofperforations therein adapted for discharge of vaporized fuel from theshell.

References Cited in the file of this patent UNITED STATES PATENTS866,525 Seeley et al Sept. 17, 1907 879,659 Low Feb. 18, 1908 1,284,643Francisco Nov. 12, 1918

